2015 Nissan Murano SL AWD Road Test Review

2015 Nissan Murano SL AWD Road Test Review

By: Trevor Hofmann

2015-07-27

Time certainly flies. A dozen years have whizzed by since I joined Nissan on the first-generation Murano launch program, half

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a decade has zipped past since testing the second-generation for the first time, three years have disappeared since they gave me their first Platinum trimmed version to review, and here we are now with what just might be the most exciting mid-size crossover utility to hit the market in a very long time. If you haven’t already made acquaintances, meet the entirely new 2015 Nissan Murano.

When it comes to styling the new Murano is an absolute head-turner. I’m not going to even pretend it’ll be the end all to be all for everyone, but for me and those who appreciate a sporty looking premium level SUV, this mid-size five-door CUV works very well. Ken Lee, Senior Creative Manager at Nissan Design America, I tip my hat to you. It’s hard to believe when seen out of doors that the new Murano represents a toned-down version of the Resonance Concept first shown at the

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2013 North American International Auto Show in Detroit, but while there’s no mistaking the lineage the production version’s unique chromed “V-Motion” grille, trademark boomerang-shaped lamp clusters, curvaceous flanks and “floating roof” design elements are a bit more conservatively penned than those on the prototype, which of course makes the new Murano more agreeable to a greater number of eyeballs.

Like most completely made-over models the Murano has grown, but an increase in length of 99 mm (3.4 inches) over the previous generation and 117 mm (4.6 inches) over the original is only one reason it looks leaner. Its 1,915-mm (75.0-inch) width expands on last year’s version by 33 mm (1.3 inches), which was

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about the same width as the first-gen model, yet its overall height is 10 mm (0.4 inches) lower than the second-gen Murano and 16 mm (0.6 inches) more grounded than the originator. Its wheelbase, however, has remained more or less the same, first measuring 2,825 mm (111.2 in) in 2003, then dropping slightly to 2,824 mm (111.0 inches) in 2009, which is the identical axle-to-axle span of this new iteration.

Obviously Nissan believes 2,824 mm (111.0 inches) is just right for accommodating occupants and their gear while delivering a comfortable ride and good driving dynamics, and after spending a week with the new model I’d have to agree.

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It’s certainly accommodating enough for a five-place mid-sizer, with all the front seat roominess most anyone will ever need, plenty to spare on the configurable second-row and ample cargo space behind the 60/40-split rear seatbacks, which measure 1,121 litres (39.6 cubic feet) with the seats upright and 1,979 litres (69.9 cubic feet) when they’re folded flat. If you’re looking for cargo area length and height details, it spans 940 mm (37.0 inches) from the backs of the rear seats to the liftgate and 1,092 mm (45.0 inches) across, while you can fit something inside that’s 808 mm (31.8 inches) tall.

If you’ve only seen the open cargo bay while walking past the new Murano in a shopping mall parking lot, the impressive way Nissan has finished it, with rich carpeting

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covering nearly every inch, is a good precursor for what you can expect throughout the rest of the interior. Then again, nothing could have prepared me for the mother of pearl detailing in my SL AWD trimmed tester. Yes, this is one of the most unusual interior treatments I’ve ever seen, with what seems like acres of the unique pearled treatment covering almost the entire instrument panel and taking up much of the door panels front and back, not to mention the top cap of the gearshift knob, most of the lower console surfacing, the slit between the two middle armrests and the back half of the centre console.

So equipped its the Dame Edna Everage of crossovers, a love it or leave it design motif that reminds me of the mid-century modern pearl formica table tops that are coming back into fashion amongst very trendy urbanites (and therefore will likely

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slip out of fashion just as quickly), and fortunately for the vehicle’s many fans and Nissan’s overall Murano sales it’s not the only standard trim available-there’s a Barry Humphries version too. Unique detailing aside, the Murano also one of the better-finished mid-size crossovers you can buy from a mainstream volume producer. There are plenty of premium-level soft-touch surfaces, including the front facing of the instrument panel forward of the driver next to the centre stack and ahead of the front passenger, part of which wraps around to the front portions of the door panels that surround the door handles. The door uppers are soft-touch front and back too, while the armrests are leather-like, as are the partially padded door inserts just above. Altogether it’s a very complex albeit refined look. Attractive detailing includes satin-silver trim around the vents, surrounding the centre stack, the shifter, and ringing each analog gauge.

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Additional premium details include padded fabric wrapped A-pillars, just another feature that sets the Murano apart from most mainstream competitors.

At first the primary gauge package appears simple and straightforward, and for the most part the tachometer and speedometer, done out in traditional white on black, are just that, but in between is a large full-colour high-resolution TFT multi-information display filled with useful driver-specific information. A meaty leather-wrapped steering wheel houses all the controls for the MID and more on its satin-silver surfaced spokes, and the switchgear quality is excellent. Ditto for the nicely damped and tight fitting buttons and knobs on the centre stack, those surrounding

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the gorgeous infotainment touchscreen done out in classy chrome and most of the controls for the HVAC system below finished in the same piano black lacquered plastic as the surrounding surface. That’s a lot of shiny black plastic to keep clean and scratch-free, but when it’s buffed up and new it certainly looks nice, as does all the satin-silver trim around the main centre stack interface and throughout the rest of the cabin.

That gorgeous infotainment touchscreen is ultra-large with impressive graphics on a crisp and clear display. It integrates a backup camera, navigation, phone controls, access to a powerful Bose audio system, vehicle settings, info on just about anything to do with this CUV, and a handy menu button at centre for guiding you through the system. Just underneath is the dual-zone automatic HVAC

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system just mentioned, which is easy to use thanks to two temperature dials, one for each front occupant, a small digital display in between, and two rows of intuitively laid out buttons.

Proximity-sensing access with pushbutton ignition is standard on the SL, while two-way seat heaters are standard across the line. My tester’s perforated leather covered seats were ultra comfortable and quite supportive in all the right places. Then again the rear seating area is close to limousine-like, with more than ample head and legroom for taller folk, as well as good shoulder and hip room. It was made to feel airier

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thanks to a large panoramic sunroof with a powered sunshade overhead.

Visibility from the driver’s seat is quite good considering the raked roofline and narrow rear windows, which was certainly a bonus when negotiating confined parking lots, not to mention the usual mayhem of downtown city traffic where I found the Murano extremely easy to maneuver. Likewise, its fully-independent front strut and rear multi-link suspension system with stabilizer bars at both ends helped it track wonderfully at high speeds and was especially confidence inspiring through fast sweeping corners where it remained resolutely planted in its lane. The Murano is also adept at managing tight curves at a quick clip with reasonable feedback

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from its speed-sensitive power steering, but handling has always been a strong point for this CUV. It rides on the Nissan D platform that also underpins the mid-size Altima and slightly larger Maxima sedans, two of the better handling cars in their respective classes, plus a number of highly respected Renault models, and as previously noted being lower in stature than either of its two previous generations, not to mention one of the more hunkered down crossover utilities and its mid-size segment, the Murano’s centre of gravity promotes impressive road-holding.

All the better to enjoy its standard DOHC, 24-valve, 3.5-litre V6 engine with continuously variable valve timing, rated at 260 horsepower and 240 lb-ft of torque.

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This is nowhere near the most powerful engine in its segment, not yet modernized with direct-injection or any of the other new technologies finding their way under the hoods of a number of rivals, but nevertheless the Murano pulls away from stoplights with a lot of enthusiasm and gains speed quickly, without doubt at least partially due to its impressive continuously variable transmission.

You won’t hear me use the words “impressive” and “continuously variable transmission” together very often, but Nissan has truly mastered this technology and therefore deserves praise. Most everyone appreciates that CVTs are extremely efficient transmissions, the result of fewer moving parts which would otherwise cause greater parasitic power loss from added friction, and only one continuously variable gear allowing the engine to maintain its optimal rev range to maximize both economy and performance, at least in theory, but they’ve long been

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criticized for a “rubber band” like response and overall mushy feel. Not so with the Murano or any of Nissan’s Xtronic CVTs, the Japanese automaker having come close to perfecting this gearbox type to deliver crisp pseudo-shifts that are similar to those experienced in a more conventional torque-converted automatic. Nissan didn’t go so far to include paddle shifters with any Murano trim level, but the gearshift lever includes a manual mode that’ll let you row through the “gears” just like you can with many of its competitors, and the quick response experienced definitely satisfies.

As

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for fuel economy, Nissan claims a five-cycle EnerGuide rating of 11.0 L/100km in the city and 8.2 on the highway with front-wheel drive versions and 11.2 and 8.3 when as-tested all-wheel drive is chosen, which is a small ongoing price to pay for the benefits of AWD.

Incidentally, only base S and second-rung SV trims offer a front-wheel drivetrain, with the SL I tested and the top-line Platinum arriving standard with AWD. A quick rundown of key standard features offered in these four trim levels will surprise you, especially what you get in the entry-level S. For just $29,998, plus $1,750 for freight and pre-delivery prep, you’ll get an impressively finished CUV with the proximity-sensing remote access and pushbutton ignition system, the 178 mm (7.0-inch) MID between the primary gauges that Nissan dubs Advanced Drive-Assist Display, the gorgeous navigation and rearview camera infused 203 mm (8.0-inch)

Along with these last items the base Murano gets Fine Vision electroluminescent gauges, while the infotainment system also includes satellite radio, voice recognition, Bluetooth hands-free phone connectivity and streaming audio, hands-free text messaging, NissanConnect with mobile apps, a six-speaker AM/FM/CD/MP3/WMA audio system with an aux jack plus front and rear USB plugs, Radio Data System (RDS), and illuminated steering-wheel-mounted audio controls. Heated front seats are also standard, as are reclining rear seatbacks with a centre armrest, 60/40-split folding rear seatbacks with cargo area-accessible levers,

My only complaint came from steering wheel stalks that were too far from the wheel for my short fingers to reach, forcing me to lift my hands from the wheel in order to actuate the turn signals or flick the wipers. In all my years of testing vehicles I’ve never experienced this problem. I’m sure for someone with big meaty hands, like Tony Robbins’ banana-sized digits or those attached to most NBA basketball players, this won’t be a problem and may even be a welcome design

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element, but for me and my smallish hands, and I imagine for many other men and a lot of women who have smaller hands and I, this will likely be uncomfortable and even possibly a turnoff.

There you go. The only thing I can find wrong with an impressive new entry that’s bound to raise Nissan’s stakes in the mid-size crossover segment. A bit of history shows the Murano’s Canadian sales stumbled after its first full-year tally of 6,157 sales in 2003, steadily dropping each year to just 4,557 units in 2008 before the 2009 and 2010 financial crisis plummeted Murano numbers to 3,691 and 3,798 deliveries respectively, after which the second-generation gave it a bump up the charts to 4,862 units in 2011, followed by a couple of sliding years to its all-time low of 3,384 units in 2013. Fortunately it rallied back to

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4,706 units last year, no doubt helped along by this new model that came along during the fourth quarter.

The first six months of 2015 show that people like what they see in the all-new third-generation Murano, with sales up to 4,429 units and momentum building even stronger over the last two months when it sold 929 and 1,004 units respectively, although if Nissan only manages to repeat the performance of these last two quarters it would close 2015 with almost 9,000 sales, easily making this the Murano’s best year ever while bypassing a number of industry stalwarts like Honda’s Pilot, GMC’s Acadia (it already outsells the Chevy Traverse and Buick Enclave) and even nudging up against Toyota Highlander numbers. Now, together with the Rogue covering the compact class and

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Pathfinder servicing the seven-passenger segment, Nissan has a very strong crossover lineup.